Locomotive engine



(No Model.) 5 SheetsSheet 1.

H. P. SHAW. LOGOM-OTIVE ENGINE.

Patented Jan. 17, ll 8 82.

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H'. SHAW.

LOGOMOTIVE ENGINE. I No. 252,331. Patented'Jan. 17,1882.

(No Model.) 5 Sh'e-ets-Sheet 4.

H. P. SHAW.

LOUOMOTIVE ENGINE.

Patented Jan. 17,1882.

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(No Model.) 5 Sheets-Sheet 5 H. F. SHAW.

LUOOMUTIVE ENGINE.

N0.252,831. Patented Jan. 17,1882.

I Fill A I l-IH I! WiIFlESEE'E. IIlX/EFItEII f i v i UNITED STATES l t Y PAT NT 'rrre.

HENRY F. SHAW, OFBOSTON', MASSACHUSETTS.

LOCOMOTlVE-ENGINE.

SPECIFICATION forming part of Letters Patent No. 252,331, dated January 17, 1882.

Application filed September 15, 1881. (N model) To all whom it may concern:

Be it known that I, HENRYF. SHAW, a citizen of the United States, residing at Boston,

"in the county of Suffolk and State of Massachusetts, have invented certain new and usefulImprovementsin Locomotive-Eiigines; and I do hereby declare that the same are fully described in the followingspecificatiou andillustrated in the accompanying drawings.

This invention relates to improvements in lccornotiveengines, and it is carried out as follows, reference being bad to the accompanying drawings, on which- Figure 1 represents a side elevation of the improved engine. Fig. 2 represents a detail side elevation of one of the balanced vibratory trusses and its oscillating steam-cylinder. Fig.

3 representsacen trallongitudinal section ofthe truss, cylinder, and valve shownin Fig. 2. Fig. 4 represents a detail plan view, showing the. connection between the'axles of v the drivingwheels. Fig. 5 represents a cross-section of the cylinders and valves, the left-hand side of said figure representing a section on the line A B, shown in Fig. 3, and the right-hand side of Fig. 5 representing a section on the line 0 D, also shownin Fig. 3. a

Similar letters refer to similar parts wherever they occur on the diflerent parts of the drawings. I

In the drawings, a represents the steamboiler; 12, the cab; c, the frame, and d d the forwardtruck-wheels, as usual.

6 and f represent a pair of driving-wheels on each side of the locomotive.

e represents the axle to which the wheels 0 e are secured, and j" represents the axle to whi'cli'the wheelsffare srcured. The axles e and f are loosely journaled in hearings on the frame 0, as usual. Midway between each set of wheels 0 andfis located the oscillating steam-cylinder g, having its journalsg and 9 supported in the stationary arm 71, which is se' cured in a suitable manner to the frame 0. To each cylinder g is secured or cast in one piece therewith abalanced vibratoiybeam or truss, i, as shown. Within the cylinder 9 are two movable pistons, It; and It, provided with piston-rods l and Z and cross-heads m and m, as

shown.

a a are slides for the cross-head m on the slotted lever O, thatis hung at 0' on the end of the balanced and vibratory beam or truss i, as shown. 0n the crank F is secured an eccentric, F, that works within the slot O of the slotted lever 0 during the revolution of said crank F, and in this manner imparts the requisite motion to the slide-valve O to admit the steam into the cylinderg alternately between the pistons k and k, and at the ends of said cylinder 9, so as to alternately force the pistons and k from and toward each other,

and thus, in combination with the vibratory motion of the truss i, impart a rotary motion to the driver-wheelseandfi The steam is admitted to and from the cylinder 9 as follows: When the pistons 70 and [6' are at the outer ends of their stroke the steam enters through the ehannelp, back of the piston k, and a-t the same time through the channel 1), back of the piston 70, and thus causes both pistons to move toward each other, theste'am between them being at the same time exhausted through the channels q and q, the former communicating with the exhaust r by means of the space s in the valve 0, and thelattercommunieating with the exhaust?" through thechannel s in the said valve 0. The steam that passes to the back of the piston 70 comes direct from the steam'chest G through the open end of the channelp, the valve 0 being atthis time moved to one side to leave the portp open. The steam is admitted to the back end of the piston It" from .the steam-chest G through the channels in the valve 0, and from thence to the channel 9. When the pistons 70 and it have reached their inner positions the live steam is admitted through the channels q and q direct from thesteam-chest G to the former, and through the recess 5' and channel 8 in the valve 0 to the latter, the exhaust-steam back of the piston K passing out through the channel 19 to the recess s in the valve 0, and thence to the exhaust r, the exhaust-steam back of the pis-' ton 70 passing out through channel 1) and through channel 8 in the valve 0, and thence to the exhaust r.

In-Fig. 5, R is the exhaust-pipe leading from the exhaust-spacesr and r, and G is the steamsupply pipe leading from the steam-boiler to the steam-chest G, as shown.

For the purpose ofholding the driving-wheels a e in their proper relations to the drivingwheelsff, I secure to the axle e a bevel-gear, 6", that is made to engage with a bevel-gear, t, secured to the shalt T,to the other end of which is secured another bevel-gear, t, that gears into a bevel-gear,f, secured to the axle The shaftT is located in bearings secured firmly in a suitable manner to the frame-work of the engine. It will be seen by reference to Fig. 4 that the bevel-gears e and f are arranged on two opposite sides of the shaft T for the purpose of gearing the driver-wheels e eand ff so together that they will all move in the same direction, forward or back,vas may be desired.

The valverod O is to be connected to a link and reversing-lever as usual, such being, however, omitted in the drawings.

This my improved engine is very advantageous, as it is composed of very few parts, and it is very powerful on account of its having a separate steam-actuated piston for each of its driving-wheels. It has greatstrength and resistance, owing to the fact that no pressure is exerted on thcjournalsg and g, on which the steam-cylinder g oscillates, and all the press- 7 balanced truss i.

ure from the steam-pistons la and k is directly transferred to the crank-pins on the drivingwheels. The only pressure the journals g g are-called upon to sustain is the weight of the oscillating steam-cylinder and its vibratory The engine is perfectly balanced in any position during the stroke, and it may therefore be run at a much higher speed than the common engines now in use.'

I am aware. of English Patent No. 10,793 of 1815, in which oscillating cylinders are used and the driving-shafts connected by links; but such is not my invention, and I do not claim such an arrangement and combination as my invention; but 7 What I wish to secure by Letters Patent, and claim, is-

1. In combination, the balanced vibratory trusses z i and oscillating steam-cylinders gg, with their pistons,piston-rods,and cross-heads, connected respectively to the driver-wheels e e andffon the outsideof the latter, as described, the axles e andf, connected together by means of the bevel-gears e, t, t, and f, as and for the purpose set forth.

2. The eccentric F upon the crank-pin F, in

combination with the slotted lever 0", hinged to the end of the balanced vibratory beam 2', and having valve-rod 0, attached to the valve 0, to give proper motion to the latter, in a manner as described.

In testimony whereof I have affixed my signature in presence of two witnesses.

HENRY F. SHAW. Witnesses:

ALBAN ANDREN,

HENRY GHADBOURN. 

